Legacy car industry has a life cycle for a model of about 6-8 years with a "refresh" in the center, so usually you can get by with model variant code(s) and construction mm/yy to find a specific spare part. Designs are locked in-between and you can't just go and swap suppliers or whatnot, which is what almost broke the neck of the entire industry back in the heyday era of covid - there was no flexibility, even if there were alternative suppliers for missing parts. Everything is solidly locked with multi-year long contracts on both sides.
Tesla however, they change stuff alllll the damn time because they make so much of their stuff in-house, the vertical integration eliminates the need for rigid contracts. You absolutely need the VIN because for some differences even knowing the week of the production doesn't give sufficient resolution.
By the way, legacy car makers are also shifting to that model, BMW for example doesn't deliver paper-printed sheets for which fuse in the fuse box does what for a few years now, you have to use an online service. The logistics for printing the sheets for all the variants became too complex.
> Tesla however, they change stuff alllll the damn time because they make so much of their stuff in-house, the vertical integration eliminates the need for rigid contracts. You absolutely need the VIN because for some differences even knowing the week of the production doesn't give sufficient resolution.
Sounds like a maintenance nightmare. Who decides when parts go EOL?
This is absolutely not true, other manufacturers refresh their models all the time. They just use a simple approach - part numbers to track what goes where. Funny how you call THEM "legacy", not a company that can't do that.
All of that fuckery is not going to help you or the technician when your car breaks.
I guess this suggests what kind of people should be buying Teslas (buying new cars every 1-3 years) and what their resale value should quickly become (disposable cars).
